Quistberg D Alex, Koepsell Thomas D, Johnston Brian D, Boyle Linda Ng, Miranda J Jaime, Ebel Beth E
Harborview Injury Prevention & Research Center, University of Washington, Seattle, Washington, USA Department of Pediatrics, School of Medicine, University of Washington, Seattle, Washington, USA Department of Epidemiology, School of Public Health, University of Washington, Seattle, Washington, USA.
Harborview Injury Prevention & Research Center, University of Washington, Seattle, Washington, USA Department of Epidemiology, School of Public Health, University of Washington, Seattle, Washington, USA.
Inj Prev. 2015 Apr;21(e1):e15-22. doi: 10.1136/injuryprev-2013-041023. Epub 2013 Dec 19.
To evaluate the relationship between bus stop characteristics and pedestrian-motor vehicle collisions.
This was a matched case-control study where the units of study were pedestrian crossings in Lima, Peru. We performed a random sample of 11 police commissaries in Lima, Peru. Data collection occurred from February 2011 to September 2011. A total of 97 intersection cases representing 1134 collisions and 40 mid-block cases representing 469 collisions that occurred between October 2010 and January 2011, and their matched controls, were included. The main exposures assessed were presence of a bus stop and specific bus stop characteristics. The main outcome measure was occurrence of a pedestrian-motor vehicle collision.
Intersections with bus stops were three times more likely to have a pedestrian-vehicle collision (OR 3.28, 95% CI 1.53 to 7.03), relative to intersections without bus stops. Formal and informal bus stops were associated with higher odds of a collision at intersections (OR 6.23, 95% CI 1.76 to 22.0 and OR 2.98, 1.37 to 6.49). At mid-block sites, bus stops on a bus-dedicated transit lane were also associated with collision risk (OR 2.36, 95% CI 1.02 to 5.42). All bus stops were located prior to the intersection, contrary to practices in most high-income countries.
In urban Lima, the presence of a bus stop was associated with a threefold increase in risk of a pedestrian collision. The highly competitive environment among bus companies may provide an economic incentive for risky practices, such as dropping off passengers in the middle of traffic and jockeying for position with other buses. Bus stop placement should be considered to improve pedestrian safety.
评估公交站点特征与行人 - 机动车碰撞之间的关系。
这是一项匹配病例对照研究，研究单位是秘鲁利马的人行横道。我们在秘鲁利马对11个警察分局进行了随机抽样。数据收集时间为2011年2月至2011年9月。纳入了2010年10月至2011年1月期间发生的97起路口碰撞事件（代表1134起碰撞）和40起街区中间碰撞事件（代表469起碰撞）及其匹配的对照。评估的主要暴露因素是公交站点的存在和特定公交站点特征。主要结局指标是行人 - 机动车碰撞的发生情况。
与没有公交站点的路口相比，有公交站点的路口发生行人 - 车辆碰撞的可能性高出三倍（比值比3.28，95%置信区间1.53至7.03）。正式和非正式公交站点与路口碰撞几率较高相关（比值比6.23，95%置信区间1.76至22.0；比值比2.98，1.37至6.49）。在街区中间位置，公交专用道上的公交站点也与碰撞风险相关（比值比2.36，95%置信区间1.02至5.42）。所有公交站点都位于路口之前，这与大多数高收入国家的做法相反。
在利马市区，公交站点的存在与行人碰撞风险增加三倍相关。公交公司之间高度竞争的环境可能为危险行为提供经济诱因，例如在车流中让乘客下车以及与其他公交车争抢位置。应考虑公交站点的布局以提高行人安全性。
